DE112005002643T5 - System and method for controlling a motor using a high speed angular position sensor - Google Patents

Abstract

A system for controlling a vehicle system, comprising:
a programmable controller having at least two inputs and at least one output,
a first sensor operable to apply a voltage level to a first of the at least two inputs, the voltage level varying sinusoidally with the angular position of a rotational component of the vehicle system,
a second sensor operable to provide a signal to a second one of the at least two inputs indicating at what instant the controller is to determine the angular position of the rotational component, the controller responsive to the signal from the second sensor Angular position of the rotational component, which is represented by the voltage level at the first of the at least two inputs, determines and outputs in accordance with an executed control program, a corresponding output control signal for the vehicle system at the at least one output.

Description

invention field

The The present invention relates to a system and a method for Controlling vehicle systems. In particular, the present invention relates The invention relates to a system and method for controlling a vehicle system such as an engine or a specific component in one Motor system, wherein at least one input to the system or method is a signal representing the angular position of a rotational component of the Vehicle reproduces.

background the invention

control devices for vehicle systems like such as engine control devices, anti-lock braking systems, Promoting stability systems etc. have been used for several years. Such control devices generally include a microprocessor incorporated in a ROM memory stored control program executes.

In addition to the microprocessor and the memories include such control devices input / output ports on the they can receive signals from switches and sensors in the vehicle and over the they can output derived control signals to the operation of the vehicle system to change and to control.

Usually are at least some of the sensors that provide input to the controller, analog, so that the controller one or more A / D converter includes. Continue to have usually one or more of the output control signals be analog so that the controller frequently also comprises at least one D / A converter.

Examples for sensor inputs to such control devices are: engine temperature, crankshaft position, Mass air flow rate, engine operating speed, oxygen content in the exhaust, wheel speed, steering wheel position, brake pedal travel and / or speed, braking system pressure, etc. Examples of operating expenses from such control devices are: ignition time acceleration or -delay, Fuel injection time, fuel mixture, activation of a wheel brake, etc.

Around improve engine efficiency and / or reduce emissions, Recently, systems with variable valve timing are connected used with internal combustion engines. To operate such systems, the motor control must show the relative angular positions (phases) the crankshaft and camshaft (s) of the engine can determine. Currently Such provisions are made with the help of inductive customers performed that the teeth count of mounted on the crankshaft and / or camshaft tooth edges. Although these systems meet their purpose, but are not very accurate, require complex operations for the calibration and generally do not provide high resolution results.

Farther can such systems do not provide an angular position signal for motor control, if the engine is static, i. does not turn. Modern engine control strategies can Benefits from knowing the angular position of the crankshaft and camshaft (s) pull at startup to reduce emissions and torsional forces Reduce engine components.

It can Naturally more accurate sensors used in conjunction with such systems However, such sensors are generally additional Sensor lines and / or control devices with additional computing capacity require and therefore higher System costs result.

It There is a need for a system and method for controlling an engine or other vehicle system that detects the position of a rotary component and / or the phase between two rotary components of the motor or other system with a correspondingly high resolution and at reasonable costs.

Summary the invention

It It is an object of the present invention to provide a novel system and to provide a method for controlling a vehicle system, the at least eliminates or mitigates a disadvantage of the prior art.

According to a first aspect of the present invention, there is provided a system for controlling a vehicle system, comprising: a programmable controller having at least two inputs and at least one output; a first sensor operable to apply a voltage level to a first of the at least two inputs, the voltage level varying sinusoidally with the angular position of a rotational component of the vehicle system; a second sensor operable to apply a signal to a second of the at least two inputs indicative of when the controller is to determine the angular position of the rotary component, the controller responsive to the signal from the second sensor determining the angular position the rotational component represented by the voltage level at the first of the at least two inputs ben, determines and outputs in accordance with an executed control program, a corresponding output control signal for the vehicle system at the at least one output.

According to one Another aspect of the present invention is a method for Controlling the operation of a vehicle system with a particular one Angular position of a first rotary component in the vehicle system specified as an input to the control process, the method following Steps includes: receiving a voltage whose level is sinusoidal with the angular position of the first rotary component varies from one to another Sensor at a relevant time; Normalize and scale the received voltage, so the range of normalized and scaled received voltage levels the possible pointer values for an array of elements corresponds to the previously calculated angular position values to save; Retrieving the previously calculated angular position value, the is stored in the array element, by the pointer value corresponding to the normalized and scaled received voltage value is specified; and using the retrieved, previously calculated Angular position value as input to the control of the vehicle system.

The The present invention provides a control system and method for a vehicle system, such as about a motor, wherein the control device, the angular position a rotary component and in particular the angular phase of the rotary component takes to another rotational component as input. The input is with a high resolution determined and still is in a computationally efficient way determined to reduce the computational burden of the controller. By providing a high resolution result on computationally efficient The result can be almost immediate for the controller available after the measurement has been made, in addition to the Cost of the control device can be reduced. In some embodiments can the system and method also exactly the static angular position determine one or more rotary links. It is assumed that the system and the method are particularly suitable, the Winkelphasor between one or more camshafts and the crankshaft of a To determine the engine.

Summary the drawings

in the The following are preferred embodiments of the present invention by way of example with reference to the accompanying drawings described.

1 FIG. 10 is a schematic diagram of a system for controlling the operation of a vehicle system according to the present invention. FIG.

2 FIG. 12 is a schematic diagram of a sensor, a sensor carrier, and a signal magnet used in an embodiment of the present invention. FIG.

3 is a view along the line 3-3 of 2 of the sensor magnet of 2 ,

4 shows a camshaft and a crankshaft of an engine, which are interconnected by a flexible drive means, and a crankshaft position sensor and a corresponding gear on the crankshaft.

5 is a graph that shows the output from the sensor of 2 shows.

6 is a graph showing the relative outputs of the crankshaft position sensor 4 and the sensor of 2 shows.

Full Description of the invention

Of the The owner of the present invention has a novel sensor system and a method of measuring angular position and / or velocity a rotary member developed. Aspects of the system and procedure are described in detail in co-pending US provisional patent applications "Rotational Position Sensor Based Engine Controller System "with serial number 60 / 621,767 from October 25, 2004, "Vehicle Control System and Method "with Serial No. 60 / 631,756 of November 29, 2004, "System and Method for Measuring Torsional Vibration in An Engine and Managing Operation of the Engine To Reduce Those Vibrations "with serial number 60 / 697,879 from July 8, 2005, "Method and System for Starting or Re-Starting To Internal Combustion Engine Via Selective Combustion "serial number 60 / 711,872 of August 26, 2005 and in the co-pending US patent application titled "Rotational Position Sensor Based Engine Controller System "with the serial number 11 / 146,727 of June 7, 2005, the contents of which are incorporated herein by reference are.

An engine control system according to an embodiment of the present invention is disclosed in 1 generally by the reference numeral 20 specified. The following explanations focus on the engine controller and determining the phase angle between the crankshaft and at least one camshaft, but the invention is not limited thereto. It should be apparent to those skilled in the art that the present invention may also be used in many other vehicle systems, such as in a suspension, brake, or other accessory system, where the controller may be, for example, a body control module (BCM), an ABS control module, or other vehicle control device.

In 1 includes the tax system 20 an engine control unit (ECU) 24 which may be a conventional ECU or the like used in various vehicles. The ECU 24 includes a microprocessor or microcontroller and introduces a ROM and / or FLASH RAM in the ECU 24 stored control program in response to various defined inputs. The ECU 24 processes the defined inputs in accordance with the control program and generates one or more corresponding outputs to control the engine or other vehicle systems accordingly.

In particular, the ECU 24 usually one or more digital inputs 28 and one or more analog inputs 32 accept. The digital inputs 28 can be sampled / buffered and by the ECU 24 be edited while the analog inputs 32 on an A / D converter in the ECU 24 be created to receive a digital representation of the input that the ECU 24 can edit.

As further shown, the ECU generates 24 one or more output control signals 36 that the ECU 24 used to control the operation of the engine or other controlled vehicle system. Usually the output control signals 36 analog signals coming through one or more D / A converters in the ECU 24 generated while the output control signals 36 can also be digital signals.

According to the present invention, the ECU obtains 24 furthermore a control signal from at least one angular position sensor 40 , The sensor 40 is a magnetic rotation sensor such as a 2SA-10 Sentron sensor from Sentron AG, Baarerstr. 73, 6300 Zug, Switzerland, which is a differential Hall effect sensor, a magnetoresistive KMZ41 sensor from Philips Semiconductors, or a similar sensor. In the following discussion, it is assumed that the 2SA-10 sensor is used, however, it should be apparent to those skilled in the art which changes are required when using another sensor, such as the KMZ41.

2 shows an arrangement for the use of the sensor 40 to determine the angular position of a torque component, which in the embodiment shown is a camshaft. In particular, the sensor 40 on a carrier 44 mounted, which can be positioned so that the sensor 40 in the vicinity of one end of a camshaft 48 is arranged. The sensor 40 has four associated electrical connections, namely a positive voltage source 52 , an earth 56 and two sensor output lines 60 and 64 , which are all explained below.

As in 2 and 3 shown is a dipole magnet 68 in the center of the end of the camshaft 48 mounted so that the sensor 40 undergoes a north-to-south and south-to-north transition when the camshaft 48 passes through a complete revolution (360 °), with the dipole magnet chosen and selected by the sensor 40 is spaced that the sensor 40 is exposed to a magnetic flux level appropriate for operation. In the above-mentioned 2SA-10 sensor, the appropriate level of the magnetic flux is between 20 mT (millitesla) and 40 mT.

The dipole magnet 68 is so on the camshaft 48 mounted that the angular position of the camshaft 48 and the north-to-south transition of the dipole magnet 68 have a known relationship. This can be accomplished in various ways, for example by mounting the dipole magnet on a support (not shown) which provides a key for connection to a complementary key slot in the camshaft 48 includes. However, it is also possible to use another method known to the person skilled in the art.

The positioning of the north-to-south transition of the dipole magnet 68 with respect to a known position of the camshaft 48 and the relative angular positioning of the sensor 40 is preferably performed with an appropriate degree of accuracy, but tolerates a certain degree of error and by an electronic calibration of the sensor known to those skilled in the art 40 and the ECU 24 can be compensated. The required degree of accuracy with which the dipole magnet 68 must be positioned, varies with the desired resolution for the determination of the angular position of the rotary member.

If the sensor 40 and the dipole magnet 68 during operation are correctly positioned and configured as described above, the sensor output lines give 60 and 64 each control signals, the voltage with a change in the angular position α (see 3 ) of the north-to-south transition of the dipole magnet 68 with respect to a reference plane 72 of the sensor 40 varied.

In the above-mentioned 2SA-10 sensor, the sensor output line is 60 a voltage signal proportional to the sin of α, ie to sin (α), and outputs the sensor output line 64 one Voltage signal proportional to the cosine of α, ie to cos (α). In a first embodiment of the system 20 becomes just one of the sensor output lines 60 and 64 through the ECU 24 used, so the sensor 40 Only one cable bundle with three wires needed, as is the case with many other conventional sensor systems.

In some of the above-mentioned co-pending US provisional applications and the US patent application the sin (α) and the cos (α) outputs of the 2SA-10 sensor and preferably becomes a CORDIC algorithm used the arctan (α) to determine α and to obtain. It should be apparent to those skilled in the art that α is used with such a system can be determined with high resolution, however, the implementation of the CORDIC algorithm is computational costly and the ECU needs a relatively high computing power to to ensure that the specific result for α is available when needed. An ECU of the inventions mentioned can therefore be much more expensive be as conventional ECUs. Furthermore must in the system and method of the inventions mentioned a additional Headed for the second sensor output may be included in each sensor cable bundle.

4 shows a typical engine configuration in which the system 20 can be used. In particular, the camshaft 48 synchronously via a flexible drive device 80 such as a belt or chain, or a transmission (not shown) with a crankshaft 76 connected. The crankshaft 76 is equipped with a sensor to measure the angular position and / or speed of the crankshaft 76 It should be apparent to those skilled in the art that this is a conventional gear 84 and an inductive pickup 88 or another sensor 40 or other suitable means for determining the angular position and / or speed of the crankshaft 76 can act.

In the present invention, the system 20 as described below, the angular position of the camshaft 48 in relation to the position of the crankshaft 76 (here as the phase of the camshaft 48 in relation to the crankshaft 76 designated) at a relevant angular position for the crankshaft 76 determine, for example, when the first cylinder of an engine is at a top dead center. Whether the crankshaft 76 is located at the selected angular position, can be determined in any manner, including the conventional technique of counting the at the pickup sensor 88 gear passing teeth 84 can be used.

Preferably, the dipole magnet 68 such on the camshaft 48 arranged that the angular position α of the north-to-south transition of the dipole magnet 68 in relation to the reference plane 72 zero degrees, or about zero degrees, or 180 degrees, or about 180 degrees, when the crankshaft 76 located at the selected angular position and the camshaft 48 is at the nominal position (zero phase with respect to the crankshaft 76 ). By such an arrangement of the dipole magnet 68 may be the arithmetic effort of the ECU 24 be reduced, but it is not a mandatory, but only a preferred feature of the invention.

5 shows the output of the sensor output line 60 , As shown, the output voltage V _{sensor of} the sensor output line varies 60 sinusoidally between a maximum output voltage V _max and a minimum voltage value V _min when the angular position α varies between 0 and 360.

Preferably, the output signal level of the sensor output line becomes 60 normalized to the processing by the ECU 24 to simplify. Accordingly, V _max and V _{min are} determined by the output of the sensor output line 60 is scanned in the elliptical areas indicated by dashed lines in the figure. This scan may be performed once and the corresponding values stored, but preferably at appropriate intervals during operation of the vehicle with the engine control system 20 to ensure that changes or trends can be compensated for due to aging of the components or for other reasons.

und wird die Amplitude A aus der folgenden Gleichung bestimmt:

Once a set of values for V _max and V _{min have been} determined, V _{zero is determined} from the following equation:

and the amplitude A is determined from the following equation:

With the given V _sensor , sin (α ') can be determined from the following equation:

wobei eine gewisse Skalierung des Ergebnisses erforderlich sein kann, was jedoch einfach während der Ausführung des Steuerprogramms in der ECU 24 bewerkstelligt werden kann.It should be apparent to those skilled in the art that sin (α) is approximately equal to α for small values of α (in radians). For values up to about ± 15 degrees, a reasonable approximation is obtained by the following equation:

however, some scaling of the result may be required, but simply during the execution of the control program in the ECU 24 can be accomplished.

If α is to be determined with greater precision, a memory in the ECU 24 with an array of values of α corresponding to each measured sin (α) within a quadrant of 90 degrees. The values of α are predetermined and stored in an array with the signal (after normalization) measured by the sensor serving as a pointer to that array.

In the present embodiment becomes a 10-bit scaling value (values between 1 and 512 are allowed), with each one being used normalized and scaled measured value as a pointer to a corresponding stored value in an array of 512 values and where each stored value is an α for the corresponding one Pointer value of 512 · sin (α).

Around a computationally complex Floating-point arithmetic to avoid, in this embodiment, the values of α are preferably using unsigned 16-bit integers. So there will be a scaling factor of 0.01 ° for the stored values of α in the array used. It should be clear to the person skilled in the art, however, if necessary Scaling values other than 512 and 0.01 ° can also be used.

kann die ECU 24 direkt den bestimmen Anordnungswert bestimmen, der den Wert von α wiedergibt, ohne dass dazu rechnerisch aufwändige Berechnungen oder Suchalgorithmen erforderlich sind. Dem Fachmann sollte deutlich sein, dass die erforderliche Multiplikation von (V_sensor-V_zero) mit 512 durch eine 10-Bit-Verschiebungsoperation erzielt werden kann und damit rechnerisch sehr effizient ist, wobei die Reihenfolge der Operationen in Übereinstimmung mit den oben gezeigten Klammern erfolgen sollte, um einen ansonsten möglichen Verlust der Genauigkeit aus den festkommaarithmetischen Operationen zu vermeiden.Using fixed point arithmetic operations and the equation

can the ECU 24 directly determine the determined placement value that represents the value of α without the need for computationally expensive calculations or search algorithms. It should be apparent to those skilled in the art that the required multiplication of (V _sensor -V _zero ) by 512 can be achieved by a 10-bit shift operation and is thus very computationally efficient, with the order of operations being in accordance with the parentheses shown above should be to avoid an otherwise possible loss of precision from the fixed-point arithmetic operations.

To determine in which quadrant α is located, the ECU 24 examine the polarity of V _sensor over two or more scans to determine if it is negative-to-positive or positive-to-negative. If the quadrant has been determined, the value of α can be determined very fast and almost immediately after measuring V _sensor , even if the ECU 24 arithmetically relatively limited.

After α through the ECU 24 has been determined, the value of α is accordingly determined by the ECU 24 used when the control program of the system 20 is executed to a suitable output control signal 36 to create.

6 shows the relationship between α and the measurement of the angular position of the crankshaft 76 , wherein the dipole magnet 68 on the camshaft 48 is positioned and the sensor 40 is mounted such that α equals zero when the camshaft 48 is in the nominal position (zero phase). As shown, the measurement of the position of the crankshaft 76 scored by the pulses in the pulse train 100 be counted, with the selected angular position of the crankshaft 76 through the pulses at the positions 104 is specified. In the figure, the nominal position (zero phase) of the camshaft 48 through the solid line 108 is specified, an accelerated position (positive phasor) of the camshaft 48 by a dotted line 112 is specified and becomes a delayed position (negative phasor) of the camshaft 48 by a dotted line 116 specified.

As in 6 The change in sin (α) near 0 degrees and near 180 degrees is approximately linear and becomes increasingly nonlinear as sin (α) approaches ± 90 degrees and ± 270 degrees. Due to the non-linearities of the sine function, the resolution obtained by the present invention varies in a particular quadrant between about 1 ° and 4 ° of resolution for α in the range of about 90 ° to about 84 °, between about 0.2 ° and 1 ° the resolution for α in the range of about 83 ° to about 55 ° and less than about 0.2 ° of the resolution for α in the range of about 54 ° to about 0 °.

For many Exceeds measurements of rotary components such a resolution the request to control the engine. In particular, systems usually with variable valve times with camshaft position to crankshaft position phasors of less than ± 30 degrees However, some systems but also phasors up to ± 45 degrees can have. In any case, the exceeds resolution of the present invention simply the resolution required by such systems.

The skilled person should be clear that the system 20 also an absolute position for the camshaft 48 can provide when the No ckenwelle 48 rotates or is stopped and a determination of the position is desired.

As explained above, the sensor includes 40 Sensor output lines 60 and 64 , wherein the sensor output line 60 provides a voltage signal representing sin (α) and the sensor output line 64 provides a voltage signal representing cos (α). In the embodiment described above, only the sensor output line became 60 However, in other embodiments of the present invention, both sensor output lines 60 and 64 can be used, however, including another wire in the cable bundle to each sensor 40 must be provided.

Zeigercos = |Index – 512|wobei in dieser Ausführungsform V_vensor die Ausgabe aus der Sensorausgabeleitung 64 ist. Die Speicheranforderungen der Anordnung werden also nicht verdoppelt, wenn beide Sensorausgabeleitungen 60 und 64 verwendet werden.The processing of cos (α) is similar to the processing of sin (α) described above and should be obvious to those skilled in the art, so that it will not be described further here. It should be noted, however, that when an array of values of α for each measurable sin (α) in the ECU 24 The same array of values can also be used to determine cos (α) by using an offset value of the scaling value used for the array (Fig. 512 in the above-described embodiment) is subtracted from the arrangement pointer value. The pointer for cos (α) can be obtained from the following equations:

pointer cos = | Index - 512 | in this embodiment, V _{vensor outputs} from the sensor output line 64 is. The memory requirements of the arrangement are therefore not doubled if both sensor output lines 60 and 64 be used.

One The advantage of using both sensor outputs is that that the outputs of sin (α) and cos (α) ninety degrees except Phase are and therefore the almost linear parts of the output curves occur at different angles α. As mentioned above, the largest non-linear part of sin (α) in the first quadrant for α between approximately 84 ° and approximately 90 ° up. Accordingly, the largest nonlinear part of cos (α) in the first quadrant for α between approximately 0 ° and about 6 °.

So if the resolution of the sensor output line 60 in its lower resolution range (α between about 84 ° and about 90 ° for a resolution between about 1 ° and 4 °, as described above), then the sensor output line is located 64 in its high resolution range with a resolution of more than about 0.2 °. If in this case a position with a high resolution has to be determined, the ECU 24 the output of the sensor output line 60 or 64 depending on which of them is in the high resolution area. This is determined by simply specifying the polarities (to determine the quadrant) and the magnitudes (to determine if the sensor is in its higher resolution range) of the sensor outputs 60 and 64 to be examined. Another advantage of using both sensor output lines 60 and 64 lies in the redundancy. If there is an error in one of the sensor output lines 60 and 64 occurs, the system can 20 Operation with the other sensor output cable 60 or 64 continue.

Another advantage of using both sensor output lines 60 and 64 is that the system 20 can accurately determine the static angular position of the rotating member. In the embodiment described here, in the α for the camshaft 48 is determined by the use of both sensor output lines 60 and 64 for determining α, while the engine is not running, a precise angular position of the camshaft 48 and indirectly the crankshaft 76 intended.

In particular, in a condition of standing, the phasor is between the crankshaft 76 and the camshaft 48 known (and is usually zero degrees), so that a known α directly the angular position of the crankshaft 76 equivalent. Because the static position of the crankshaft 76 is known, the system can 20 Start the engine more efficiently, reduce emissions, and reduce torsional forces in the engine when starting. It should be apparent to those skilled in the art that inductive sensors such as the sensor 88 can provide no signal when the detected member (in this case, the crankshaft 76 ) does not turn.

Because both sensor outputs 60 and 64 can be used, the absolute rotational position of the measured rotary member can be determined easily within a rotation of 360 degrees. In particular, the ECU determines 24 the polarity of each output line 60 and 64 to determine in which quadrant the measured rotation term lies (ie "+ / +" = first quadrant, "- / +" = second quadrant, "- / -" = third quadrant and "- / +" = fourth quadrant) in which case the value of α is determined as described above. Depending on the previously determined quadrant, 0, 90, 180 or 270 degrees are then added to the determined α to obtain the absolute position.

In another embodiment, a pair of the three-wire configurations described above (with a sensor output line 60 or 64 ver one each at the intake and exhaust camshafts of a two camshaft engine. In this way, the phase (with respect to the crankshaft 76 ) of each camshaft are independently determined to be α _{exhaust gas} , the angular position of the exhaust camshaft 48 , and α _inlet , the angular position of the intake camshaft 48 , each independently for the ECU 24 provide. The camshafts and the crankshaft are interconnected by a synchronous drive (usually a flexible toothed belt, a chain or a gear) so that when the sensor output line 60 is used on one of the camshaft sensors and the sensor output line 64 is used on the other camshaft sensor [ie, -sin (α _inlet ) and cos (α _{exhaust gas} ) are measured], the ECU 24 the static angular position of the crankshaft 76 assuming that the camshaft phasors are relative to the crankshaft 76 zero or known.

In a similar embodiment, the sensors on each camshaft may use the same sensor output line, ie, both sensors use the sensor output line 60 for sin (α). or both sensors use the sensor output line 64 for cos (α). In this embodiment, the ECU determines 24 the angular positions of the camshaft at different times. In particular, the ECU determines 24 the angular position of a camshaft at a first selected angular position of the crankshaft 76 and then determines the angular position of the other camshaft when the crankshaft 76 has rotated to a second selected angular position that is ninety degrees away from the first selected angular position. It should be apparent to those skilled in the art that this corresponds to the above-described determination of sin (α _inlet ) and cos (α _{exhaust gas} ) because the first and second selected angular positions of the crankshaft 76 differ by 90 degrees and because the angular positions of the camshaft differ accordingly. This embodiment may be advantageous because the ECU 24 only the output of a sensor 40 at each of the two selected angular positions of the crankshaft 76 so that the ECU performs other processing operations between the two selected angular positions of the crankshaft 76 can perform. This can be important if the ECU 24 heavily burdened by calculations for other vehicle systems.

The The present invention provides a control system and method for Controlling a vehicle system such as an engine or a dynamic one Vehicle system, wherein the control device, the angular position a rotational component and in particular the angular position of the rotary component used as an input with respect to another rotational component. To the Example can in an engine with a variable valve timing the system and the Process the phasor between a camshaft and the engine crankshaft as input to control the valve time.

The Phase input is high-resolution but on-the-fly determines efficient way, reducing the computational burden on the controller is reduced. By having a high resolution result computationally efficient way is determined, the result can be immediate after the measurement for the controller available be made. Furthermore can the price for the controller will be reduced because less calculations carried out Need to become. Furthermore you can the engine or the other vehicle system with a higher accuracy and / or performance. In some embodiments can the system and method also exactly the static angular position of one or more rotary members determine and / or can determine the absolute dynamic or static position of a rotary link.

The Embodiments described above The invention are to be understood by way of example, the skilled person different changes or modifications, without that therefore the by the attached claims is left defined scope of the invention.

Summary

It are a control system and method for controlling a vehicle system such as an engine specified. The control device used the angular position of a rotary component and in particular the angular phase the rotational component to another rotational component as input. The input is high-resolution but computationally efficient determines the computational cost for to reduce the control device. By giving a result with high resolution is generated in a computationally efficient manner, the result can be made available to the controller almost immediately after measurement and can also be costs for the control device can be reduced. In some embodiments can that System and the procedure also the static angular position of one or more precisely determine several rotary links. The system and the procedure are particularly suited to the Winkelphasor between one or to determine several camshafts and the crankshaft of an engine.

Claims (16)

A system for controlling a vehicle system, comprising: a programmable controller having at least two inputs and at least one output a first sensor operable to apply a voltage level to a first of the at least two inputs, the voltage level sinusoidally varying with the angular position of a rotational component of the vehicle system, a second sensor operable to signal a second of the at least two inputs indicating at what time the controller is to determine the angular position of the rotary component, the controller responsive to the signal from the second sensor determining the angular position of the rotary component caused by the voltage level at the first of the at least two inputs is reproduced, determined and outputs in accordance with an executed control program, a corresponding output control signal for the vehicle system at the at least one output. The system of claim 1, wherein the first sensor is adjacent a dipole magnet is arranged, which is connected to the rotary component rotates, and wherein by the first sensor on the first of the at least two input voltage levels the angular position of a North-to-South junction the magnetic field of the dipole magnet received by the first sensor indicates. The system of claim 2, wherein the control means Normalizes the voltage level applied by the first sensor and the resulting normalized voltage level as a pointer to the elements of an arrangement stored in the control device used by angular positions, with the specific angular position the one that is by the value in the one indicated by the pointer Element is reproduced. System according to claim 3, wherein the normalization the voltage level using fixed point arithmetic Operations is performed in the control device. The system of claim 1, wherein the vehicle system is a motor and the rotary component for which the control device the angular position determines a camshaft. The system of claim 5, wherein the second sensor determines when the angular position of the crankshaft of the engine at a selected position is. The system of claim 1, wherein the programmable Control device comprises at least three inputs and the system further comprises a third sensor that can be operated to apply a voltage level to a third of the at least three inputs, wherein the voltage level is sinusoidal with the angular position of a second rotational component of the vehicle system varies and wherein the control means the angular position of the Rotational component, which is characterized by the voltage level at the first of the at least reproduced two inputs is, and the angular position of the second rotary component by reproduced the voltage level at the third of the at least three inputs will, determined and continue in accordance with a running one Control program, a corresponding output control signal for the vehicle system at the outputs at least one output. The system of claim 7, wherein the first Sensor output sinusoidal varying voltage levels ninety degrees out of phase with that through the third sensor output sinusoidally varying voltage level is. The system of claim 8, wherein the vehicle system is an engine and the rotary member and the second rotary member camshafts are synchronously connected to a crankshaft of the engine, wherein the control device can continue to operate to the static To determine angular position of the crankshaft. The system of claim 1, wherein the first sensor is operated may be at a first voltage level at a first of the at least two entrances and apply a second voltage level to another of the at least two entrances the first voltage level is sinusoidal with the sine of the angular position a rotational component of the vehicle system with respect to a reference plane the first sensor varies and wherein the second voltage level with sinusoidal the cosine of the angular position of a rotational component of the vehicle system varies with respect to a reference plane of the first sensor. The system of claim 10, wherein the control device selects the first or second voltage level to the angular position to determine the rotational component represented by the voltage level, wherein the controller selects the voltage level in a predefined voltage range lies and a better resolution for the particular Angular position offers. The system of claim 10, wherein the control device can continue to operate to an absolute angular position of the rotary member when the rotary member is stationary by it processes the first and second voltage levels. The system of claim 10, wherein the controller processes the first and second voltage levels to determine the angular position of the rotation component within a 360 ° position. Method for controlling the operation of a vehicle system, wherein a certain angular position of a first rotary component used in the vehicle system as input to the control process The method comprises the following steps: Receive a voltage whose level is sinusoidal with the angular position the first rotational component varies, from a sensor at a relevant time, Normalize and scaling the received voltage so that the normalized and scaled received voltage levels within a range of possible Pointer values for an array of elements is the previously calculated angular position values to save, Retrieve the previously calculated angular position value, stored in the array element, by the pointer value corresponding to the normalized and scaled received voltage value is specified, and Use the retrieved, previously calculated angular position value as input for the control of the vehicle system. The method of claim 14, wherein the relevant Time the occurrence of a selected angular position for a second The rotational component is and the retrieved, previously calculated angular position value a phasor between the angular positions of the first rotary component and the second rotational component. The method of claim 15, wherein the controlled Vehicle system is a vehicle engine, the first rotary component one Camshaft is and the second rotary component is a crankshaft.